Internal-combustion engine



Nov. 29;` 1927.

H. L. BROVJNBACK INTERNAL COMBUSTION ENGINE Filed Dec. 18, 1923 g :n1-11.11 No'. 29, 1927.J

AUNITED affari-:sv

A 1,651,250 Pa'rlala'r OFFICE.

mnt Lown naownnc'x, or Noanrsrown, rmmvnm 'mnanan-connusrion nimma.

' Application nled December 18, 1023. .Serial lo. 881,425.

, rIhis invention relates to internal combustion engines and the is to provide'a 4cyc rincipal object thereof e internal combustion engine which is substantially a hi h and low speed engine combined in one wor ing cylinder and desi ed -to obtain maximum eiciency regard ess of the speed of its operation.

Heretofore all `attempts to get maximum eiliciency, regardless of speed of operation,

have been merely compromises, but in my novel design 4no compromises are contemlated, the engine being substantially a comination of two radically dierent engines, one a low speed engine and the other a high ,speed engine combined in one working cylinder. The engine consists of one or more cylinder units, each unit being of the four-cycle ltype, and each cylinder being fitted with one or more exhaust valves, pre rably one, and

v one lor more inlet valves, preferably two, one

of the inlet valves with its manifolds, etc., being4 dimensioned and timed to obtain maximum efficiency of the engine operating therethrough at low speeds, said valve bein connected to the carburetor, or other fue suppl-y, which is preferably fitted with a suitable heating apparatus to revent condensation of the fuel gases an to give the reatest possible eflciency to the engine at lgow' speeds, so that the engine, operating,

through this low speed valve, will be a low speed engine of the greatest eiciency. The

` other inlet valve, with its manifolds, etc., is

likewise dimensioned and timed, to act sepa- .rately or in conjunction with the low speed valve, to give the utmost powerand eiiioiency attainable from the engine at high speeds, and to attain the greatest economy at such hi h speeds.

n practice a partial opening of the mainl engine throttle will open the passage from the carburetor to the low s eed valve .until t.

the maximum eicient spee is attained. by the en ine operating through said valve. On a urther opening of the main engine .throttle the passage to the high speed valve .will open which valve istimed and dimensioned either separately or vin conjunction Aiwithtlie low speed valve to obtain maximum efficiency at high engine speeds. f

' Inthis manner of` constructionand operation an engine which is docile, and which willhave all the characteristics of a low Aeach bore 1* bein speed engine, will, upon suicient opening of the throttle, have the characteristics of a high speed, high powered, multiple valve engine.

Another object is to provide a novel supercharger connected to the carbureters. feeding the passages to both the inlet valves, with suitay le control means for said supercharger connected to the main engine control, or to a governor mechanism or a combination of both for bringing said supercharger into action at a predetermined position of the en ine contro ther minor objects of the invention will be hereinafter set fort i I will explain the invention with reference to the accompanying drawing which illustrates one to enable others to adopt land use the same, and will summarize in the claims the essential features of the invention, the novel combinations of parts, and novel features of construction, for which protection is desired.

In the drawings:

.Fig 1 is a side elevation of my novel engine showing the arrangement of manifolds, throttles, supercharger, etc.

Fig. `2 is a horizontal section on the line 2 2, Fig. 1.

Fig. 3 isa transverse vertical sectionl through theengine on the line 3 3, Fig. 1.

is shown in the drawings, the engine comprises a basel provided with suitable bearings for the crank shaft 2 which carries the usual fly wheel 2. In the upper end of the base 1 is--oneffor more) cylinder bores' 1",

adapted to receive a pisv rocably mounted therein, the-upperv end of t e cylinder bore 1a above the top of piston 3 forming the working chamber of t e engine.

If desired, each: cylinder bore 1n may be provided with water cooling ducts 1b in the usual manner, and piston 3 may be connected to the crank shaft 2 by means of the usual connecting rod 3".

Upon the top of casting 1, is detachably mounted a cylinder head 4 adapted to close the top of each working chamber, said head 4 beingy provided with three .or more valves ton 3 which is reci as hereinafter described, and if desired a water cooling duct 4* may -be practicable embodiment thereof,

engine 4'* leading to the exterior of one side of the may be of any other t head 4 also intake valve 4 communicates with a duct 4* leadin to the exterior of head 4 on the same side o head 4 as duct 4h; and exhaust valve 4 communicates with a duct 4 leading to the op ite side of the head 4.

An exhaust mani old 5 is provided with openings respectively registering with the exhaust ducts 4, said manifold 5 dischargin either'into the atmosphere, or into -a suitable muler (not shown), in the usual manner.

On the opposite side of the engine from the exhaust manifold 5 is an intake manifold 6, as shown in Fi 1, said manifold having a horizontally sposed branch 6, which branch is preferably tubular as shown in Fig. 3, but ma be of any7 desired form or cross section. ne end 6 of branch 6 is bent substantially at right angles to said branch as shown, and the outer endof part 6 is Y connected with a. perforated jacket 6 around the exhaust manifold 5, jacket 6 being of ter diameter than the exhaust manifol Suitable openings 6l are provided in the jacket 6 to permit air to ass from the atmosphere into jacket 66 ad]acent the exhaust manifold 5.

Extending upwardly from, and communieatin with the branch 6', are two vertical branc es 6', 6', connectin with the intake ducts 4, 4* respectively, t e upper ends of said branches 6', 6', being connected to ether by means of a bracket 6, which may attached in any desired manner to the side of the cylinder casting 1, so as to connect the upper ends of the members 6', 6*, with their res tive intake ducts.

carburetor 7 may be mounted in any desired manner between the branches 6 and 6, and suitable ducts 6 and 6, are rovided to connect the carburetor nozzles in t e branches A 6', 6', respectively with the carburetor 7.

The o posite end lof branch 6' is preferably extende as shown, and is bent as at 61, and communicates with the air outlet mouth of a suitable rotar air blower, or su rcharger 8 which super arger is referab y supported by the part 6 of branc 6'.

-Blower 8 is preferably a rotary blower but ,and the shaft 8' of said blower or supere arger is preferably driven from an extension 2 of the crank shaft 2, by means of a belt '8 running over neonato suitable pulleys on said shafts 23al and 2*. A suitable clutch 8 is provided to cause extension 2 to be driven b shaft 2, or to remain idle, said clutch 8 ing operated by means of a clutch lever 8 as shown in Fig. 1.

Mounted on one end of blower shaft 8 is a small fuel im ller pum 9 which is driven by and with b ower sha t 8"1 said ump 9 being interposed in a fuel ipe 10 Heading from the source of fuel supp y and discharging into the carburetor 7 in the usual manner. A b -pass 10l is provided around the pump 9, w ich byass is controlled by a suitable valve 10b so t at when the valve 1s open, and the pump inoperative the fuel will be lead unobstructed to the carburetor 7 without passing throu h the pump 9, but when said valve 10 is c osed and the pump operating the fuel will be diverted through said pump and will be` impelled by the force of said pump into the carburetor 7. An eiualizer pipe 11 is provided connectlng the ranch 6, ad'acent the blower 8, with the upper art of t e float chamber of the carburetor so that when the air pressure is increased at the air inlet mouth of the carburetor, air under the same pressure will also be directed through pipe 11 above the float in the carburetor float chamber, to equalize the air ressures in said chamber so as not to inter ere with the normal feeding of fuel vapors through the carburetor.

i uitable valves are provided in the manifold 6' as follows: A valve 6x is provided in the branch 6' adjacent the bend 6", said valve 6* being operated' by means of a suitable le-V ver, as shown. A throttle valve 6 is provided in the vertical low speed branch 6, above theduct 6, and a throttle valve 6z is provided in the high speed 6', above the duct 6", and said valves may be operated as diaamm'atically shown in Fig. 1, in which a lock 15 is reciprocabl mounted on a fixed support, and controlle by the main engine throttle (not shown). As block 15 is moved inwardly it first depresses button 15'* which opensvalve 6 by means of rod 16 acting `throu h a bell-crank; as block 15 is further move inwardly it similarly, and successively, depresses button 15" o erating rod 1,7 and opening valve 6; then epresses button 159 operating rod 18 and throwing clutch lever 8 to operate the supercharger 8; and depresses button 15 operating the by-pass valve 10I and heater valve 6. During the inward motion each button is pushed down and held down in pro er succession. Other means for operating t e valves may be used however.

The operation of the engine is as follows:

As the engine starts from standstill the valve 6? is opened allowing heated airV from the stove 6 around the exhaust pipe 5 to be drawn into the branch 6", and into the air inlet mouth of the carburetor 7 to heat the main throttle valve is urther opened high :,esaaso suitable ink mechanism in branch 6 then opens gradually allowing the heated fuel vapors to ass into the working chamber through t e open inlet valve 4. Valve'l continues to open until said valve reaches its maximum open position and until the engine is operating most eiiiciently through said valve 6. as a low speed `er1 e.

, As the speed of the en ine increases and the s eed throttle `valve 6' then starts to open a lowing .heated fuel vapors to pass from the carburetorv? into the working chamber l through open -inlet valve 4?, hence allowing fuel vapors to be supplied to the working cylinder through inlet valve 4 or throug both inlet valves 4, 4d. When both valves 6, 6' have reached their maximum open position, and the engine is operatin most eiliciently through said valves as a igh speed engine clutch 8 is aetuatedto bring the supercharger 8 into action to supply super` charging air, under pressure, to the branch 6, said clutch 8 being actuated either by means of a control linked to the main engine throttle, or by a governor mechanism, or by l30 a combination o both, and if desired the pressure'in the supercharger 8 may be governed either by a mechanism allowing clutch 8 to bring it into action, orby a pressure release to the atmosphere, orboth. As the supercharger shaft 8 is rotated, the air pressure within the manifold 6 is Gradually increased therein and at the monili of the carburetor 7, until the full pressure of the suercharger is used. As the pressure in memlier 6a is built-up by the supercharger 8, the Valve 6x should correspondingly close until valve 6x is1 entirely closed, at which time the air in the manifold, is supplied solely through the supercharger 8, and the supply of heated air is cut oli'.

When the supercharger is in action, air from the supercharger 8 or branch 6a is conducted through pipe 11 to the upper part of the float chamber of the carburetor 7, so as said pump 9, t ereby boosting the pressure of the fuel entering the carburetor m exact proportion to the increase in ressure of the supercharging air'above the uel in the caruretor.

If desired, the superchar-ger 8 could be omitted in which case the engine would have two hig .efficiency points, one when the Afuel vapors are being fed to the workin cylinder through the low speed valve an passage, operating the engine therethrough as a .low speed engine, if both the inlet valves and p assages are used, andthe Aother high eiiiclency (point being reached when both the low an ate the en' ne as a high speed engine.

When t e su ercharger is used however the engine wil have three high-efficiency points, one when the low speed valve is operating, the second when the low and high speed valves are open to give full normal volumetric eiiiciency; and the third when the supercharger is'in action supercharging the fuel vapors passing to the working chamber. p When the superchar er is used it is necessary that the gas be le lthrough the nozzles of the carburetor 7 at the same pro ortionate rate as when same is not used, w ich necessitates the use of tube 11 leading from the superchar er to the float chamber of the carburetor, tu e 11 tending to keep the pressure in the float chamber synchronized with the pressure at the mouth of the carburetor. The use of the supercharger further necessitates feedin'g the fuel to the carburetor under increased pressure. At normal pressure when the supercharger i-s not used the fuel is passed through the by-pass 10a around the impeller pump 9, which pump 9 is only in action when the supercharger 8 is running, and which by-pass 10 is closed by valve 10". As the pressure at the mouthof the carburetor is raised by the supercharger 8 the increase in fuel pressure at the carburetor high speed ducts are open to oper-y fioat is raised in proportion to the increase in air pressure at the mouth of the carburetor and in the float chamber by the fuel impeller pump 9.

At low. speeds it is important to heat the fuel vapors to keep same -vaporized and to prevent condensation but at high speeds the eat is detrimental as it expands the fuel vapors prior to their entr into the Working cylinder, and makes the uel vapors lighter er volume; than if the vapors were cold.

arious devices, such as thermally controlled hot-air by-passes, etc. have been heretofore used to heat the fuel vapors at low speeds, and to give but little heat to said vapors at high speeds. In my novel engine however l provide suiiicient heat for the vapors at low speeds and none on high speeds. When the engine is running without the supercharger, the air is drawn into the branch 6a from the stove making the low speed sides hot spot` tedD When the supercharger is brought into action however its drives cold air out through the art 6", until the vvalve 6x is closed, and t e pressure at the mouth-v of the carburetor 7 is at its maximum. Thus cold vapors are conducted into the working chamber of the engine as soon as the supercharger comes into action.

If desired, only one inlet valve to the working chamber could be used in place of the tivo inlet valves shown in the drawings though it is preferable to provide two independent inlet valves each valve being timed and dimensioned to cause the engine to operate therethrough respectively with maximum efficiency at 10W or high speeds.

I do not limit my invention to the exact engine shown in the drawings, for obviously the parts of said engine could be greatly modified without departing from the scope of the invention.

I claim l. An internal combustion engine comrising a Working chamber; a low speed intake valve; a high speed intake valve; an intake manifold having a plurality of ducts;

` ducts leading from the carburetor to the high and low speed intake valves respectively; a throttle in said lowr speed manifold duct; a throttle in said high speed manifold duct; a third duct conducting air into said high and loW speed manifold ducts respectively; said low speed intake valve and duct being timed and dimensioned to give maximum efficiency to the engine operating therethrough at low engine s eeds, and said high speed intake valve and uct being timed and dimensioned to give maximum efficiency to said engine operating therethrough at high engine speeds; means automatically opening the low speed throttle at low engine speeds, and for automatically opening both tie low and the high speed throttles after the engine has obtained its maximum etlicient speed when operating through the lovv speed intake valve, whereby the engine will have the characteristics of an efficient low speed engine at low speeds, and the characteristics of an efficient high speed engine at high speeds.

2. An internal combustion engine comprising a Working chamber; an exhaust valve; an exhaust manifold communicating with said valve; a lou speed intake valve; a high speed intake valve; an intake manifold having a plurality of ducts; ducts leading from the in` take manifold to the high and low speed intake valves respectively; a throttle in said 10W speed duct; a throttle in said high speed duct; a hot air heater; a third manifold duct conducting heated air from said heater into said high and lowr speed manifold ducts respectively; said lovv speed intake valve and duct being timed and dimensioned to give maximum efficiency to the engine operating therethrouch at low engine s eeds, and said high speed intake valve and uct being timed and dimensioned to give maximum efficiency to said engine operating therethrough at high engine speeds; means connected with the main engine throttle for automatically opening the low speed throttle at low en e speeds, and for automatically opening oth the low and the high speed throttles after the engine has obtained its maximum eicient speed when operating through the low speed intake valve, whereb the en 'ne will have the characteristics o an efficient low speed engine at low speeds, and the characteristics of an eiiicient high speed engine at high speeds.

3. In combination with an engine as set forth in claim 2, said hot air heater comprising a perforated jacket around said exhaust manifold, and a pipe connection between said jacket and third manifold duct, Where-y by the air passing through said perforations into the jacket will be heated and conducted into the said third duct; a valve in said pipe connection; and means for automatica l i closing said valve at high engine speeds.

4. A 4-cycle internal combustion engine comprising a working chamber; an exhaust valve; an exhaust manifold communicatiing with said valve; a 10W speed intake valve; a high speed intake valve; an intake manifold having a plurality of ducts; ducts leading from the carburetor to the high and low speed intake valves respectively; a throttle in said low speed duct; a throttle in said high speed duct; a perforated hot air jacket around said exhaust manifold; a third manifold duct conducting heated air from said jacket and discharging into said high and low speed manifold ducts respectively; said loW speed intake valve and duct being timed and dimensioned, in conjunctionwith the low speed valve and duct to give maximum efficiency to said engine operatingr through said valves at high engine speeds; and means operated by the main engine control for first automatically opening the low speed throttle at low eneine speeds, and for automatically opening both said low and high speed throttles after the engine has obtained its maximum eiicient speed when operating through said low speed intake valve, whereby the engine will have the characteristics` of an efficient low speed engine at low speeds, and the characteristics of an efficient high speed engine at high speeds.

5. An internal combustion engine comprising a working chamber; a low speed intake valve; a high speed intake valve; an intake manifold having a plurality of ducts; a manifold duct leading from the carburetor to the low speed valve; a second manifold duct leading from the carburetor to the high speed valve; a throttle in said low speed duct; a throttle in the high speed duct; a third manifold duct communicating res ectively with the high and low speed mani old 'as j ducts; means for pheric pressure to sai third duct; means for said, third duct at a predetermined speed; means-connected to the main engine control for first automatically opening the low speed throttle at low en ine speeds, and for automatically opening oth the low and high speed throttles at intermediate engine speeds, and for automatically actuating they supercharging means to su l air above atmospheric pressure into sai rt ird duct at high speeds of the engine.

6. In combination with an engine as set forth` in claim 5, said means for automatically supplying supercharging air under gradually increasing pressure to said third duct, comprising a rotary blower discharging air under ressui'e into said third duct, means for driving said blower shaft, and clutch means for `automatically actuating said driving means, at a predetermined speed of the engine. Y.

7. An internal combustion engine comprisinga working chamber; an exhaust valve; a low speed intake valve; a high speed intake valve; an exhaust manifold communicating with said exhaust valve; an intake manifol having a plurality of ducts; a manifold duct connecting the carburetor with the low speed valve; a second manifold duct connecting the carburetor with the high speed valve; a throttle in said low speed duct; a

. throttle in said high speed duct; a third manifold duct communicating with the lower ends of said high and low speed ducts; means for supplying heated air to said third duct ;l means for supplying superchargin air at normal temperature to said third uct;

means for automatically cutting oi the supply of heated air to said third duct when compressed air is admitted thereto; means connected with the main engine control for automatically first opening, said low speed throttle at low engine speeds to permit heated fuel vapors to pass into the workinv chamber, and for automatically opening bot .said high and low speed valves at intermediate engine speeds to permit heated fuel vapors to pass through said valves into said working chamber, and for automatically actuatinor 4said su ercharging means to suEply supercharged uel vapors to the wor ing chamber through said valves at high engine speeds; and means for maintaining the pressure of the fuel supply to the carburetor in proportion to the pressure of said supercharging air in the third duct.

8. In combination with an engine as set forth in claim 7, said means for automatically supplying' supercharging air to said third duct comprising a rotary blower discharging air under pressure into said third duct, means for driving 'said blower shaft from the engine shaft, andv clutch means for supplying air at atmoslying supercharging compreed air toperforated acket and thir pump by and with said means for supplying superchar ing air to said third duct; a bypass in sai fuel ipe around said pump; and a valve in said by-pass, whereby when the pum is inoperative said valve will permit the e1 to ass unobstructed to the carburetor, but w en the pump is operating said fuel will be directed therethrough.

10.` Incombination with an engine as set forth in claim 7, said means for supplying heated air to said third duct comprising a jacket around said exhaust maniold, and a pi e connection between said duct, whereby air from the atmosphere passing through said perforations and into said perforated jacket will be heated by contact with said exhaust manifold and will be passed into the third duct.

11. 4-cycle internal combustion engine comprising a working chamber; an exhaust valve; an exhaust manifold communicating with said exhaust valve; a low speed intake valve;vsaid valve being timed and dimensioned to operate the engine most efficiently at low speeds; a high speed intake valve, said valve being timed and dimensioned to operatethe engine most eiiiciently at high speeds; an intake manifold having a pluing the carburetor with the low speed valve; a second manifold duct connecting the carburetor to the high speed valve; a throttle in said low s eed duct; a throttle in said lhigh speed uct; a third manifold duct connecting the lower ends of said low and high Vspeed manifold ducts; means for supplying heated air to said thirdduct; means or supplyin supercharging compressed air to Said thir duct; 'a damper in said third duct; means-whereb when said supercharging compressed air is' forced into said third duct said damper will automatically close to cut off the supply of heated air means for maintaining the pressure of the fuel supply tothe carburetor in proportion to the ressure of the supercharging air in said t ird duct; means for equalizing the pressure in the carburetor float chamber when the compressed air issupplied to the third duct; and means connected to the main engine throttle, whereby on a partial opening of said throttle the. low speed throttle will be opened, and whereby .on a further o enin o said throttle the igh speed throttle wil be opened' and whereby on a still further openmg of said throttle said supercharging means will be actuated to supply compressed air to third duct and carburetor to supercharge the fuel vapors passin through said valves into the working chamer.

12. In combination with an engine as set fo'lth in chlm 11, said lllneans forautomati `ca y supp yingsu rc arging alr to vsal third duct comprisiiieg a rotary blower discharging compressed air into said third duct, l means for driving said blower shaft from the engine crank shaft, and clutch means for automatically actuating said driving means at a predetermined speed of the engine.

18. In combination with an engine as set forth in claim 11, said means for maintaining .the pressure of -the fuel suplply to the carburetor in proportion with t of the superchargmg air in said third duct, comprisin a rotary pump inte osed in the fuel supp y pipe, means for riving said pump by and wlth said means for supplyin supercharging compressed air to said thir duct; a by-pass in said fuel pipe around said pump; and a valve in said by-pass, ,whereby when the ump is inoperative said valve will permit sald fuel to pass unobstructed to the carburetor, but when the pump is operating the fuel will be directed therethrough.

14. In combination with an engine as set forth in claim 11, said means for supplying heated air to saiduthird duet comprising a erforated jacket around said exhaust maniold, and a pipe connecting said jacket and third duet, whereby air from the atmosphere passing into said perforated jacket will be cated by Contact with said exhaust manifold, and duct.

15. In combination with an engine as set forth in claim 11, said means for equalizing the pressure in the carburetor float chamber, comprising a assage leading from said third duct and disc arging above the iioat in the carburetor float chamber, whereby the air pressure on both sides of said carburetor will be conducted into the third float will be equalized when compressed airA is supplied to said third duct.

16. An internal combustion engine cornprising a working chamber; a low speed-intake valve; a high speed intake valve; an intake manifold having a plurality of ducts; ducts leading from the carburetor to the high and low eed intake valves respectively; a throttle in said low speed duct; a throttle in said high speed duct, a third duct conducting air into said high and low speed duct res ectively, said low s eed intake valve an duct bein timed and imensioned to give maximum e ciency to the engine at low engine speeds; said highs eed intake valve and duct being timed and imensioned to give maximum eiciency to said engine t high engine speeds; means for opening he low speed throttle at low engine speeds,

i aannam set forth in claim 16, means for augmenting the eiciency of the engine by supercharging and means for feeding fuel to thecarburetor under Hessure while supercharging.

18. an engine as set forth in claim 16, means for augmenting the eiiiciency of the engme by superchargmg, said-means comprlsing an air blower or pump; and a fuel e pressure .pump, and means for operating said blower and pump at a predetermined speed of the en ine.

9. In an engine as set forth in claim 16, means for augmenting the eiliciency of the engine, comprising a rotary pump interposed ink the fuel supply pipe, means for driving said pump an air pump or blower; a by-pass in said fuel pige around the fuel pump; and a valve in sai by-pass; whereb when the pump is inoperative said valve wi l permit the fuel to pass unobstructed to the carburetor, but when the ump is operating the fuel will be directed t erethrough.

20. In an internal combustion engine a working chamber; an exhaust manifold, an exhaust valve; a low speed intake valve; a high speed intake valve; an intake manifold having a plurality of ducts; ducts leadin'Y from .the intake manifold to the high and low speed "intake valves respectively; a throttle in said low speed duct; a throttle in said high speed duct; an air heater, a third duct conducting heated air from said heater into said intake manifold; said low s d intake valve and duct being timed an dimensioned to give maximum eiiicienc to the engine at low engine speeds, and sald high speed intake valve and duct being timed and dimensioned to give maximum'eiiiciency to said engine at high engine speeds; means for opening the low speed throttle at low engine s ds, and for automatically opening the igh speed throttle after the engine has obtained its maximum eiiicient speed when operating through the low speed throttle, whereby the engine will have the characteristics of an eiiicient low speedengine at low speeds and operate as an eiiicient high speed engine at high speeds.

2l. n an internal combustion engine as set forth in claim 20, means for augmenting the eiciency of the engine by progressively superchar ing, and means for feeding fuel to the car uretor under pressure proportionate to the supercharging pressure.

22. In an engine as set forth in claim 20. said means for augmenting the eiiicicncy of lil.

' the engine lby supercharging, said means comprising an air blower or pump; and-a fuel pump and means for operating said blower and pump at a predetermined speed of the engine. a

23. In an engine as set forth in claim 20, means for augmenting the efficiency of the engine comprising a rotary pump interposed in the fuel supp y pipe, means for driving said pump, an air pump or blower; a by-pass in sald fuel pipe around the fuel pump; and a valve in said by-pass, whereby when the pum is inoperativesaid valve will permit the uel to ass unobstructed to the carburetor, but w en the ump is operating the fuel will be directed t erethrough.

24C. In combination with an internal combustion engine, a carburetor; a supercharger;

n supercharger for feeding fuel to the carburetor under pressure While supercharging.

25. In combination with an internal combustion engine, a carburetor; a supercharger; means for automatically driving the supercharger at a predetermined opening of the engine throttle; means for feedin fuel to the carburetor under pressure whi e supercha gin and means for equalizing the pressure 1n t e carburetor iioat chamber with the supercharg'ing pressure during the supercharging operations.

26. In combination with an internal combustion engine, a carburetor; a supercharger; means for automatically driving the supercharger at a predetermined opening of the engine throttle; and a fuel feed pump driven by the supercharger whereby the pressure of the fuel feed Will be proportional to the superchargin pressure.

27. In com ination with an internal coinbustion engine, a carburetor; a supercharger; means for automatically driving the supercharger to progressively supercharge at a predetermined opening of the engine throttle; a fuel feed pum driven by the supercharger; and means or equalizing the pressure in the carburetor floatchamber with the supercharging pressure during the supercharging operation.

28. In combination with an internal combustion engine, a carburetor; a supercharger; means for automatically driving thepsupercharger to progressively supercharge at a predetermined opening of the engine thrott-le; a fuel feed pump driven by the supercharger; a by-pass around sald pump; a normally open' valve in said by-pass and means for closing said valve when the supercharger is actuatmg.

29. In an internal combustion engine, a working chamber; a low speed intake valve; a. high speed intake valve; a carburetor; a duct connecting the carburetor with the low the supercharging speed valve; a.l second duct connecting the 30.In an internal combustion engine, a'

working chamber; a low speed intake valve; a high speed intake valve; a carburetor; a duct connecting the carburetorwith the low speed valve; a second duct connecting the carburetor with the high speed valve; a supercharger; means for admitting fuel vapors to the working chamber at low engine speeds throu h the loW speed valve and duct, and for, a mitting fue vapors to thev Working chamber through both the low and high lspeed valves and ducts at intermediate engine speeds; means for progressively supercharging the fuel vapors passing through said ducts at high engine speed; and means for maintaining the pressure of the fuel supply to the carburetor proportionate to ressure.

31. In an interna combustion engine, a working chamber; a low speed 'intake valve; a high speed intake valve; a carburetor; a duct connecting the carburetor with the low speed valve; a second duct connecting the carbiretor With the high speed valve; a supercharger; means for automatically'admitting fuel vapors to the Working chamber at low engine speeds through the low speed valve and duct, and for automatically admitting fuel vapors to the Working chamber through both the-low and high speed Valves and ducts at intermediate engine` speeds; means for automatically supercharging the fuel vapors passing through said ducts at high engine speed;means for feeding fuel to the carburetor under pressure While supercharging and means for equalizing the pressure in the carburetor float chamber with the supercharging pressure. l 32. In an internal combustion engine, a

percharging the fuel vapors passing throu h said ducts at high engine speed; means or feeding fuel to the car uretor under pressure proportionate to the su rcharging pressure; and means for equa izing the pressure in the carburetor fioat chamber with the supercharging pressure.

33. In an internal combustion engine, a Working chamber; a low speed intake valve; a high speed intake valve; a carburetor; a duct connecting the carburetor with the louT speed valve: a second duct connecting the carburetor with the high speed valve; a supercharger; means for admitting heated fuel vapors to the working chamber at low engine speeds througlr the 10W speed valve and duct. and for admitting heated fuel vapors to the working chamber through both the low and high speed valves and ducts at intermediate engine speeds; and means for supercharging the fuel vapors with compressed air at normal temperature at high engine speed.

34. In an internal combustion engine, a working chamber; a low speed intake valve; a high speed intake valve; a carburetor; a duct connecting the carburetor with the low speed valve; a second duct connecting the carburetor with the high speed valve; a supercharger; means for admitting heated t'uel vapors to the Working chamber at low engine speeds through the 10W speed valve and duct` and for admitting heated fuel vapors to the working chamber through both the low and high speed valves and ducts at intermediate engine speeds; means for Supercharging the fuel vapors with compressed air at normal temperature at high engine speed; and means for feeding fuel to the carburetor under pressure While supercharging.

35. In an internal combustion engine, a working chamber; a low speed intake valve; a high speed intake valve; a carburetor; a duct connecting the carburetor 'with the low speed valve; a second duct connecting the carburetor with the high speed valve; a supercharger: means for admitting heated fuel vapors to the working chamber at low engine speeds through the low speed valve and duct, and lr automatically admitting heated fuel vapors to the working chamber through both the low and high speed valves and ducts at intermediate engine speeds;

means for automatically supercharging the fuel vapors with compressed air at normal temperature at high engine speed; and 4means for maintainin the pressure of the fuel supply to the car uretor proportionate to the supercharging pressures.

36. In an internal combustion engine, a

working chamber; a low speed intake valve;

a high speed intake valve; a carburetor; a duct connecting the carburetor with the low speed valve; a second duct connecting the carburetor with the high speed valve; a su rcharger; means for automatically admittingheated fuel vapors to the Working chamber at low en ine speeds through the low speed valve anduct, and for automatically admitting heated lfuel vapors to the working chamber through both the low and high speed valves and ducts at intermediate engine s eeds; means for automatically progressive y supercharging the fuel vapors with compressed air at normal temperature at high engine speed; means for feeding fuel to the carburetor under ressure while supercharging; and means or equalizing the pressure 1n the carburetor fioat chambel` with the supercharging pressure.

37. In an internal combustion engine, a Working chamber; a lov:T speed intake valve; a high speed intake valve; a carburetor; a duct connecting the carburetor with the low speed valve; a second duct connecting the carburetor with the high speed valve; a supercharger; means for automatically admitting heated fuel vapors to the Working chamber at low engine speeds through the low speed valve and duct, and for automaticall admitting heated fuel vapors to the wor ing chamber through both the loW and high speed valves and ducts simultaneously at intermediate engine s eeds; means for automatically progressive y supercharging the fuel vapors with compressed air at normal temperature at high engine speed; means for feeding fuel to the carburetor under pressure proportionate to the supercharging pressure; and means for equalizing the pressure in opposite sides of the carburetor float chamber during supercharging.

In testimony that I claim the foregoing as my own I aiix my signature.

HENRY LOWE BROWNBACK. 

